Bluebell Motive Power

When running on its own at Swanage, W24 was either on 2x dual-braked Mark 1's (operating in air), or on a loose coupled freight (which was a bit lively, given only two braked axles on W24; at least the loco brakes are a bit better than the M7's though!).

W24 only ran one round trip with 30053, during which as stated it was always the pilot engine. The stock for this was vacuum braked with 30053 in control of the brake, and W24 loose on the front; braking was done by 30053, with any necessary communication regarding out of course braking being detailed by special instruction.

 

i remember E4 'Birch Grove' on her first visit to the IW... the IW lads werent too impressed that the westinghouse pump on the E4 would only operate the loco brake and wasnt up to working the brakes on the carriages and the E4 had to be double headed as a result.

incidentally the IOWSR Austerities are still dual braked as was Freshwater W8 and Newport W11 when moved to the IW. the vacuum brake equipment off W8 and W11 was removed subsequently and must be in store somewhere at Havenstreet - it wouldnt be too difficult to put it back if ever needed. i have the original GA of the SR alterations to the IW O2s somewhere with all the brake alterations.

cheers,
julian

 

When on the IWSR, Birch Grove was able to (and did) operate the train brakes using the Westinghouse system. During the first (1999) and subsequent visits to the IWSR it operated trains without a requirement for double heading. Birch Grove did do some double heading with Island locos during the 99 visit, that was in the course of the Gala weekend for effect and not out of necessity.

Ken West, who was a BR Island engineman (Calbourne was his regular engine), remembered the original E4 trial on the Island in 1947. He wasn't impressed with the E4's capabilities, he said it wouldn't pull the skin off a rice pudding - Birch Grove was in much better shape!

The Austerities are not dual fitted in the true sense of the word. Although the pump and DBV are on the engine they could more accurately described as through piped. The driver has full control of the air brake operating on the train but it has no effect on the locomotive, which remains steam braked. There is no interface between the two systems.

I may be wrong but I don't think we still have the ex Terrier ejectors etc. I seem to recall that one set (W8's) was sold way back. I remember W8 had the vacuum kit fitted when it arrived, but not sure if it was still on W11.

 

A rather odd assertion to make that is not backed up by the evidence! A quick image search for "Birch Grove Isle of Wight" will show many photos, from both the 1999 and 2011 visits, of Birch Grove working Isle of Wight trains alone. I think someone may have been pulling your leg...

See for example http://www.bluebell-railway.co.uk/~uhaa009/bb/pics/iow_1999.html from 1999

Tom

 

Interesting about the 1947 experience - I wonder if the mainland sheds concerned tried to pull a fast one by sending over their worst members of the class, and had it backfire when Ryde turned them down and sent them back!

Tom

 

Only one E4, 2510, was sent across. It seems that there were issues with clearance on some parts of the Island lines, which led to restricted route availability. It also used more coal to do the same job as an O2. After a long time as spare engine at Newport shed, rarely being used, it went back to the mainland in 49.

 

re Birch Grove on the IOWSR my info of the 1999 visit was at first hand and from Len Pullinger!
it is quite likely that some midnight oil was burnt sorting out the pump and the ancillaries for the rest of the 1999 visit, but every time i saw Birch Grove during that visit it was double headed. from memory there was something wrong with the maximum air pressure obtainable, it being sufficient to operate the loco brake but not the train, and the governer or something else needed adjusting.
cheers,
julian

 

In an admittedly short sighted move W8's vacuum equipment was sold to the West Somerset for use on the terrier that was there at the time. I believe that it was subsequently stolen.

W11, in common with all the Butlins terriers had the vacuum equipment removed by BR when prepared for display at Butlins, so it was delivered back to the Island as an air only loco.

 

Maybe that was something identified and sorted out on arrival? Adjusting the governor (or feed valve) would not have taken long, I don't recall any problems when I drove it in 99 or on subsequent visits.

Thinking back to 99, I think that Birch Grove was not that long out of overhaul and so the Island visit may have been the first time that it would have had to provide air for a full train. The Bluebell has vacuum braked coaches, so on home ground the engine would have been creating the vacuum and braking the train via its ejector with an interface to the loco air brake (Jackson valve?). Any problems with Birch Grove's ability to provide air for a train may have been exposed for the first time on arrival on the Island. This is just a guess on my part, I can't remember anything being said about it at the time so it must have been an easily dealt with issue.

 

Photo here of Calbourne with 205025 Hampshire Unit at the MHR. Wasn't the main reason why Calbourne worked with the Hampshire Unit was because the Vacumm brakes are compatible.

 

Hampshire units are air braked, hense why Calbourne ran with it, its unfortunate that the bluebell didnt purchase an hampshire unit or one of the Sussex units when they were being sold by the leasing company

 

my mistake, as a northerner and having never visitied both, i always get swangage and mid hants mixed up!

 

Thanks for clearing that up. I was on that trip myself and thoroughly enjoyed it!

 

From the Bluebell e-Newsletter - sadly not great news about 178:

"LOCO UPDATE: NO. 1638 ENTERS FINAL YEAR

The Santa season is over, so the Works enters a quiet phase, allowing us to catch up on maintenance and other tasks. Our Santa trains were hauled by the Maunsell S15 and the U class, with the H class on the Reindeer Specials and No. 323 "Bluebell" acting as station pilot at Sheffield Park.

I was pleased that the U class completed the season in working order. This loco now enters the final year in traffic and is under a "repair and proceed" regimen, in which we continue to repair superheater elements, for example. At some point this work will become uneconomical and then a decision will be made to withdraw the loco from traffic. So if No. 1638 is a particular favourite of yours, I urge you to see it sooner rather than later!

P class No. 178 suffered a failure in service at the end of last year, which was caused by an issue with the LHS cylinder bore. After removing the buffer beam and front cylinder cover, we discovered the repair to the cylinder block had failed and, in fact, had accentuated the crack in the block that the loco arrived at the Railway with. Unfortunately, we don't have a spare cylinder block, and with five years remaining on the boiler ticket, we decided to undertake a repair, reassemble the loco, and return it to traffic on "light" duties. This situation is far from ideal, it but does keep the loco in traffic. In the meantime discussions are taking place on casting a new cylinder block using 3D printing.

Inside the Works, the Q class is in the final stages of its overhaul, with finishing touches being added and volunteer painters hard at work. Repairs to the C class have commenced. The loco has been stripped down and drilling out of the fractured stays is underway. No. 73082 "Camelot" work continues to progress steadily, with a focus on the valve gear and, in particular, metaling and bushing the rods. Offsite, boiler repairs are progressing very well and, subject to a successful hydraulic and steam test, we should see the boiler returned this month.

Finally, I would like to thank the Furness Railway Trust in Lancashire for the loan of GWR tank No. 5643, which has now completed its time at our Railway. The engine was popular with visitors and crews and now leaves for some winter maintenance at Furness. Happy New Year to all; I look forward to seeing you at the Railway in 2015.

By Chris Hunford, Locomotive Director"

 

I've just re-read the above about 178-I assumed Chris Hunsford meant the new polystyrene patterns, but it says 3D printing... Is that technology that's genuinely available for cylinders these days?


Sent from my iPhone using Tapatalk

 

Hmmm, curious. I assume he meant poly-patterns, but I'll try and find out.

Tom

 

3D printing the pattern perhaps? I can imagine that some pattern shapes might be easier/quicker to 3d print than machine and/or fabricate, but still using a lost foam casting process. But its just a guess.

 

News of Camelot boiler on Facebook,
https://m.facebook.com/profile.php?id=381518251989806&__tn__=C

 

If you'll forgive a brief change of subject, was Captain Baxter steamed at all last year?

 

He/she has been used on brake van rides one a special weekend or two, he/she may have been employed on SP pilot duties at some point, but what I've been wondering recently is; has Captain Baxter ever made it to East Grinstead?